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How To Fly Dangerous Approaches:
Aspen, Colorado
This appraisal of the Aspen approach tutorial, together with a discussion of the difficulties the approach profile raises for pilots in real life, has kindly been set to us by Bob Yarmey, President of Professional Aviation Services. It is definitely worth a read.
The Aspen VOR/DME approach procedure presented for simmers edification is a
great way of understanding the complexities, high workload and small margin
for error implicit with such a rare approach. I am very pleased to have set
up the approach in a $10 million full motion FAA approved Learjet simulator.
Parallel programming in the Elite GV PCATD approved simulator yielded amazingly
strong correlation of generated data. What a tremendous improvement in technology
has occurred in the past 10 years span of each of these derived supporting
simulator data. The very credible Elite PCATD data was generated at a tiny fraction
of cost (compared to the full motion simulator).
Selection of aircraft should optimally allow the simmer to fly from the Red
Table VOR inbound and throughout the missed approach procedure at a speed of
about 140 KIAS which it quite representative of both the Lear 35 and Gulfstream
III final segment speeds. It should allow configuration of landing gear down
(of course) and at the least approach or better yet final landing flap setting.
The simmer should appreciate that for years the FAA has strongly suggested (arguably
mandated) that a stabilized approach be established - especially when entering
the "approach window". As established in the FAA's own Examiner's
handbook, the parameters are not to exceed a bank of > 30 nor a rate of descent
> 1,000 fpm. Let's see if anybody is able to pull this off during the execution
of this Aspen IAP! To do otherwise would require you to forfeit your ticket
to any onboard inspector!
If a straight in landing on runway 15 is therefore not possible, you are forced
to execute a circle to land maneuver to properly reposition for a safer approach
and landing. Beware this maneuver to the west (right traffic) side of ASE. If
you can produce an out the window view off the right wing, you will be amazed
to see the runway disappear as you are in the vicinity of the abeam landing
position. No, Kreskin didn't do it. Cozy point, a large hill on which the local
radar site is located is the culprit. US FAR's mandate the pilot to immediately
execute the missed approach procedure. The chief pilots for John Denver and
Parker Drilling Co of Tulsa, OK are on record in litigation stating that is
exactly what must be done. They were getting paid for their testimony then.
A short time thereafter when I sought to officially get the approach modified
so as to correct its "sucker" status, their simple requested statement
of agreement was turned down; it's true - money talks!
My life was threatened by a ranking FAA inspector for trying to correct this
grossly unsafe situation. It's no wonder that 10 years after my official plea
and highly detailed analysis and recommendation were submitted that the Gulfstream
had to senselessly snuff out 18 more precious lives. Remember the warning of
old "those who fail to heed mistakes of the past are doomed to repeat
them."
I didn't mean to digress, so keep this in mind. The winter Rocky Mountain weather
is extremely dynamic. Program your sim to rapidly diminish the visibility (i.e.
sudden moderate snow shower). Try to sync this when the aircraft is in a base
leg situation. By far the greatest survival factor at this point is trying to
identify and follow through with an escape plan. Not knowing exactly where to
point your bird and what climb out gradient is required - well let's just say
its probably lights out.
My professional schedule is very demanding, however any seriously interested
party could write me at:
Bob Yarmey, President
Professional Aviation Services
P.O. Box 1159
Pittsfield, Mass. 01202-1159
